U.S. patent application number 17/672100 was filed with the patent office on 2022-08-18 for exhaust component cooling.
The applicant listed for this patent is McLaren Automotive Limited. Invention is credited to Michael Judge, Arthur Slight.
Application Number | 20220260002 17/672100 |
Document ID | / |
Family ID | 1000006208397 |
Filed Date | 2022-08-18 |
United States Patent
Application |
20220260002 |
Kind Code |
A1 |
Slight; Arthur ; et
al. |
August 18, 2022 |
Exhaust Component Cooling
Abstract
A vehicle comprising: an engine comprising two banks of
cylinders having axial directions angled relative to each other to
form a region running between the axial directions of the two
banks; a plurality of exhaust components located in the region; and
a heat shield enclosing the exhaust components between the engine
and the heat shield, the heat shield comprising an inner surface
facing the exhaust components, a first heat shield inlet and a heat
shield outlet, and the heat shield being configured to channel an
airflow between the first heat shield inlet and the heat shield
outlet over the inner surface of the heat shield.
Inventors: |
Slight; Arthur; (Woking,
GB) ; Judge; Michael; (London, GB) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
McLaren Automotive Limited |
Woking |
|
GB |
|
|
Family ID: |
1000006208397 |
Appl. No.: |
17/672100 |
Filed: |
February 15, 2022 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
F01N 13/107 20130101;
F01N 2260/022 20130101; F01N 2510/02 20130101; F01N 2240/02
20130101; F01N 13/102 20130101 |
International
Class: |
F01N 13/10 20060101
F01N013/10 |
Foreign Application Data
Date |
Code |
Application Number |
Feb 16, 2021 |
GB |
2102150.6 |
Claims
1-26. (canceled)
27. A vehicle comprising: an engine comprising two banks of
cylinders having axial directions angled relative to each other to
form a region running between the axial directions of the two
banks; a plurality of exhaust components located in the region; and
a heat shield enclosing the exhaust components between the engine
and the heat shield, the heat shield comprising an inner surface
facing the exhaust components, a first heat shield inlet and a heat
shield outlet, and the heat shield being configured to channel an
airflow between the first heat shield inlet and the heat shield
outlet over the inner surface of the heat shield; wherein the heat
shield comprises an air diverter configured to disperse an airflow
entering from the first heat shield inlet over the inner surface of
the heat shield.
28. A vehicle according to claim 27, wherein the heat shield
comprises a second heat shield inlet, the heat shield is configured
to channel an airflow between the second heat shield inlet and the
outlet over the inner surface of the heat shield, and the air
diverter is configured to disperse an airflow entering from the
second heat shield inlet over the inner surface of the heat
shield.
29. A vehicle according to claim 27, wherein the air diverter
comprises a first diverter inlet and a plurality of diverter
outlets, the air diverter being located within the heat shield so
that the airflow entering from the first heat shield inlet is
directed to diverter outlets from the first diverter inlet to
disperse the airflow entering from the first heat shield inlet over
the inner surface of the heat shield, and wherein the air diverter
comprises a plurality of channels running between the first
diverter inlet and a respective diverter outlet.
30. A vehicle according to claim 28, wherein the air diverter
comprises a second diverter inlet, the air diverter being located
within the heat shield so that the airflow entering from the second
heat shield inlet is directed to diverter outlets from the second
diverter inlet to disperse the airflow entering from the second
inlet over the inner surface of the heat shield.
31. A vehicle according to claim 30, wherein the diverter outlets
are divided into two sets, the first diverter inlet is connected to
the first set of diverter outlets and the second diverter inlet is
connected to the second set of diverter outlets, and wherein the
air diverter is located within the heat shield so that the first
heat shield inlet is aligned with the first diverter inlet and the
second heat shield inlet is aligned with the second diverter
inlet.
32. A vehicle according to claim 27, the vehicle comprising: a
first heat exchanger; a first fan configured to cause air to flow
through the first heat exchanger; and a first duct connected
between the first fan and the first heat shield inlet so that when
the first fan is active the first duct channels air between the
first fan and the first heat shield inlet.
33. A vehicle according to claim 32, wherein the heat shield
comprises a first opening between the inner surface and an outer
surface of the heat shield, and the vehicle comprising a third duct
comprising a third duct outlet positioned to direct an airflow
running through the third duct onto the first opening, the third
duct being connected between the first fan and the third duct
outlet.
34. A vehicle according to claim 28, the vehicle comprising: a
second heat exchanger; a second fan configured to cause air to flow
through the second heat exchanger; and a second duct connected
between the second fan and the second heat shield inlet so that
when the second fan is active the second duct channels air between
the second fan and the second heat shield inlet.
35. A vehicle according to claim 34, wherein the heat shield
comprises a second opening between the inner surface and an outer
surface of the heat shield, and the vehicle comprising a fourth
duct comprising a fourth duct outlet positioned to direct an
airflow running through the fourth duct onto the second opening,
the fourth duct being connected between the second fan and the
third duct outlet.
36. A vehicle according to claim 27, the vehicle comprising a
turbocharger, the turbocharger comprising a compressor and a
turbine, and wherein the plurality of exhaust components comprise
the turbine of the turbocharger.
37. A vehicle according to claim 33, wherein the vehicle comprises
a turbocharger, the turbocharger comprising a compressor, a turbine
and a waste valve, and wherein the vehicle comprises a first
actuator located outside of the heat shield and a first linkage
connected between the waste valve and the first actuator, the first
linkage running through the first opening, wherein the plurality of
exhaust components comprise the turbine of the turbocharger.
38. A vehicle according to claim 27, the vehicle comprising a
turbocharger per bank of cylinders, each turbocharger comprising a
compressor and a turbine, and wherein the plurality of exhaust
components comprises the turbines of the turbochargers.
39. A vehicle according to claim 38, wherein the turbochargers each
comprise a respective waste valve and the vehicle comprises an
actuator per waste valve located outside of the heat shield and a
linkage per waste valve connected between respective waste valves
and respective actuators, a first linkage running through a first
opening, the first opening running between the inner surface and an
outer surface of the heat shield, and a second linkage running
through a second opening, the second opening running between the
inner surface and an outer surface of the heat shield.
40. A vehicle according to claim 36, wherein the compressor is
located outside of the heat shield.
41. A vehicle according to any of claim 36, wherein the first heat
shield inlet is located closer to the turbine than the heat shield
outlet.
42. A vehicle according to claim 28, the vehicle comprising a
turbocharger, the turbocharger comprising a compressor and a
turbine, wherein the plurality of exhaust components comprises the
turbine of the turbocharger, and wherein the second heat shield
inlet is located closer to the turbine than the heat shield
outlet.
43. A vehicle according to claim 27, wherein the exhaust components
comprises one or more of an exhaust manifold, an exhaust pipe, and
an exhaust gas treatment device.
44. A vehicle according to claim 27, wherein the heat shield
comprises an insulation layer sandwiched between metal layers, the
insulation layer having a thickness which varies over the heat
shield.
45. A vehicle according to claim 27, the vehicle comprising: an
occupant cabin; a retractable roof configured to move between a
deployed configuration where the roof covers the occupant cabin and
a retracted configuration; a housing configured to house the
retractable roof when the roof is in the retracted configuration,
the housing being positioned at least partially over the heat
shield; and a moveable cover configured to close the housing; at
least one passenger seat located in the occupant cabin; and a
luggage storage area located behind the passenger seat, the luggage
storage area being positioned at least partially over the heat
shield.
46. A vehicle according to claim 27, wherein the heat shield
comprises a first heat shield piece, a second heat piece and a
gasket comprising a cylindrical portion and a flat portion joined
to the cylindrical portion, the first heat shield piece and second
heat shield piece being joined together, the gasket being located
between the first heat shield piece and the second heat shield
piece so that the flat portion is between the first heat shield
piece and second heat shield piece and the cylindrical portion
contacts both the first heat shield piece and second heat shield
piece.
Description
[0001] This invention relates to a vehicle having a heat shield
which encloses exhaust components between the heat shield and an
engine.
[0002] A typical vehicle will contain many heat sources including
the engine if the vehicle is powered by an internal combustion
engine, and electric motors and batteries if the vehicle is an
electric or hybrid vehicle. The heat generated by the engine can
cause a number of vehicle components to become heat sources within
the vehicle. For instance, the exhaust components become hot once
the engine is running due to the exhaust gases flowing through
them. Heat exchangers, such as radiators, also become hot due to
coolant flowing through them which has been heated by heat sources,
such as the engine, within the vehicle.
[0003] Some internal combustion engines are configured to have
multiple banks of cylinders which power a common crank shaft. In
some cases, the engine has two banks of cylinders. These may be
angled relative to each other and where the angle between the two
banks is less than 180.degree. the engine is generally known as a
V-engine. In some cases, the engine has four banks of cylinders
which are all angled relative to each other and where the angle
between adjacent banks is less that 90.degree. the engine in
generally known as a W-engine.
[0004] Taking the V-engine as an example, the exhaust components
may sometimes be located in the V-region of the engine, that is in
the region between the two banks of cylinders. This means that the
exhaust ports of the engine are on the inboard sides of the two
banks of cylinders so that they output exhaust into exhaust
manifolds located in the region between the two banks of cylinders.
Other exhaust related components such as a turbine of a turbo may
also be located in the region between the two banks of cylinders.
Such an engine may be described as a Hot-Vee engine as hot exhaust
components are located in the V-region of the engine. A similar
situation would arise for a W-engine where there would be two
separate V-shaped regions that contain exhaust components.
[0005] As the exhaust components tend to be packaged tightly within
the V-region of the engine due to space and packaging requirements,
it can be difficult to provide sufficient cooling to this region to
reduce the effect the heat generated by these exhaust components
has on other components in and around this region in a Hot-Vee
engine. This is especially true in a mid- or rear-engine vehicle.
It would therefore be desirable to have an improved way of cooling
a Hot-Vee engine.
[0006] According to a first aspect of the present invention there
is provided a vehicle comprising: an engine comprising two banks of
cylinders having axial directions angled relative to each other to
form a region running between the axial directions of the two
banks; a plurality of exhaust components located in the region; a
heat shield enclosing the exhaust components between the engine and
the heat shield, the heat shield comprising an inner surface facing
the exhaust components, a first heat shield inlet and a heat shield
outlet, and the heat shield being configured to channel an airflow
between the first heat shield inlet and the heat shield outlet over
the inner surface of the heat shield.
[0007] The heat shield may comprise a second heat shield inlet and
the heat shield may be configured to channel an airflow between the
second heat shield inlet and the outlet over the inner surface of
the heat shield.
[0008] The heat shield may comprise an air diverter configured to
disperse an airflow entering from the first heat shield inlet over
the inner surface of the heat shield. The air diverter may be
configured to disperse an airflow entering from the second heat
shield inlet over the inner surface of the heat shield. The air
diverter may comprise a first diverter inlet and a plurality of
diverter outlets, the air diverter may be located within the heat
shield so that the airflow entering from the first heat shield
inlet is directed to diverter outlets from the first diverter inlet
to disperse the airflow entering from the first heat shield inlet
over the inner surface of the heat shield. The air diverter may
comprise a plurality of channels running between the first diverter
inlet and a respective diverter outlets. The air diverter may
comprise a second diverter inlet, the air diverter may be located
within the heat shield so that the airflow entering from the second
heat shield inlet is directed to diverter outlets from the second
diverter inlet to disperse the airflow entering from the second
inlet over the inner surface of the heat shield. The diverter
outlets may be divided into two sets, the first diverter inlet may
be connected to the first set of diverter outlets and the second
diverter inlet may be connected to the second set of diverter
outlets. The air diverter may be located within the heat shield so
that the first heat shield inlet is aligned with the first diverter
inlet and the second heat shield inlet is aligned with the second
diverter inlet.
[0009] The vehicle may comprise: a first heat exchanger; a first
fan configured to cause air to flow through the first heat
exchanger; and a first duct connected between the first fan and the
first heat shield inlet so that when the first fan is active the
first duct channels air between the first fan and the first heat
shield inlet. The heat shield may comprise a first opening between
the inner surface and an outer surface of the heat shield, and the
vehicle may comprise a third duct comprising a third duct outlet
positioned to direct an airflow running through the third duct onto
the first opening, the third duct may be connected between the
first fan and the third duct outlet. The vehicle may comprise: a
second heat exchanger; a second fan configured to cause air to flow
through the second heat exchanger; and a second duct connected
between the second fan and the second heat shield inlet so that
when the second fan is active the second duct channels air between
the second fan and the second heat shield inlet. The heat shield
may comprise a second opening between the inner surface and an
outer surface of the heat shield, and the vehicle may comprise a
fourth duct comprising a fourth duct outlet positioned to direct an
airflow running through the fourth duct onto the second opening,
the fourth duct may be connected between the second fan and the
third duct outlet.
[0010] The vehicle may comprise a turbocharger, the turbocharger
may comprise a compressor and a turbine, and wherein the plurality
of exhaust components may comprise the turbine of the turbocharger.
The turbocharger may comprise a waste valve and the vehicle may
comprise a first actuator located outside of the heat shield and a
first linkage connected between the waste valve and the first
actuator, the first linkage may run through the first opening. The
vehicle may comprise a turbocharger per bank of cylinders, each
turbocharger may comprise a compressor and a turbine, and wherein
the plurality of exhaust components may comprise the turbines of
the turbochargers. The turbochargers may each comprise a respective
waste valve and the vehicle may comprise an actuator per waste
valve located outside of the heat shield and a linkage per waste
valve connected between respective waste valves and respective
actuators, a first linkage running through the first opening and a
second linkage running through the second opening. The
compressor(s) may be located outside of the heat shield. The
compressor(s) may be located outside of the enclosed region. The
first heat shield inlet may be located closer to the turbine(s)
than the heat shield outlet. The second heat shield inlet may be
located closer to the turbine(s) than the heat shield outlet.
[0011] The exhaust components may comprise one or more of an
exhaust manifold, an exhaust pipe, and an exhaust gas treatment
device. The heat shield may comprise an insulation layer sandwiched
between metal layers. The insulation layer may have a thickness
which varies over the heat shield.
[0012] The vehicle may comprise: an occupant cabin; a retractable
roof configured to move between a deployed configuration where the
roof covers the occupant cabin and a retracted configuration; a
housing configured to house the retractable roof when the roof is
in the retracted configuration, the housing being positioned at
least partially over the heat shield; and a moveable cover
configured to close the housing.
[0013] The vehicle may comprise: at least one passenger seat
located in an occupant cabin; and a luggage storage area located
behind the passenger seat, the luggage storage area being
positioned at least partially over the heat shield.
[0014] The heat shield may comprise a first heat shield piece, a
second heat piece and a gasket comprising a cylindrical portion and
a flat portion joined to the cylindrical portion, the first heat
shield piece and second heat shield piece may be joined together,
the gasket may be located between the first heat shield piece and
the second heat shield piece so that the flat portion is between
the first heat shield piece and second heat shield piece and the
cylindrical portion contacts both the first heat shield piece and
second heat shield piece.
[0015] The present invention will now be described by way of
example with reference to the accompanying drawings. In the
drawings:
[0016] FIG. 1 shows a schematic plan view of a vehicle.
[0017] FIG. 2 shows a plan schematic close-up view of an engine and
associated components of the vehicle.
[0018] FIG. 3 shows a cut-through view of the engine and associated
components.
[0019] FIG. 4 shows a cut-through view of a heat shield and exhaust
components.
[0020] FIG. 5 shows a schematic plan view of an interior upper
surface of the heat shield.
[0021] FIG. 6 shows a heat exchanger.
[0022] FIG. 7 shows a vehicle having a retractable roof in its
deployed configuration.
[0023] FIG. 8 shows a vehicle having a retractable roof in its
retracted configuration.
[0024] FIG. 9 shows a vehicle having a luggage storage area.
[0025] FIG. 10 shows a schematic cut-through view of the heat
shield.
[0026] The following description is presented to enable any person
skilled in the art to make and use the invention, and is provided
in the context of a particular application. Various modifications
to the disclosed embodiments will be readily apparent to those
skilled in the art.
[0027] The general principles defined herein may be applied to
other embodiments and applications without departing from the
spirit and scope of the present invention. Thus, the present
invention is not intended to be limited to the embodiments shown,
but is to be accorded the widest scope consistent with the
principles and features disclosed herein.
[0028] The present invention relates to a vehicle comprising an
engine comprising two banks of cylinders having axial directions
angled relative to each other to form a region running between the
axial directions of the two banks. The vehicle further comprises a
plurality of exhaust components located in the region and a heat
shield enclosing the exhaust components between the engine and the
heat shield. The heat shield comprises an inner surface facing the
exhaust components, a first heat shield inlet and a heat shield
outlet. The heat shield being configured to channel an airflow
between the first heat shield inlet and the heat shield outlet over
the inner surface of the heat shield.
[0029] FIG. 1 shows a vehicle 1. The vehicle 1 may be an
automobile. The vehicle 1 may be a car. The vehicle 1 comprises
front wheels 2 and rear wheels 3. The front of the vehicle is
defined with reference to the primary motion direction of the
vehicle 1. The front of the vehicle 1 points in the primary motion
direction of the vehicle. Generally, a vehicle has a primary motion
direction that is the forward direction. The vehicle 1 comprises an
occupant compartment 4. The occupant compartment 4 may comprise one
or more seats 5 for occupants of the vehicle to sit in. The
occupant compartment 4 may accommodate a driver. The occupant
compartment may accommodate one or more passengers. The vehicle 1
may comprise controls located within the occupant compartment 4 to
enable an occupant to control the motion of the vehicle. The
occupant compartment 4 may also be known as a passenger
compartment.
[0030] The vehicle comprises a vehicle body 6. The vehicle body
comprises a plurality of body panels. For example, the body panels
may include bonnet panel(s), side door panel(s), and rear deck
panel(s). The vehicle body 6 has an outer surface made up of the
outer surface of the body panels. The outer surface of the vehicle
body 6 defines the exterior surface of the vehicle 1.
[0031] The vehicle comprises a powertrain 7. The powertrain
comprises an internal combustion engine 8. The powertrain 7 may
comprise one or more electrical machines that are capable of
providing motive power to the drive wheels of the vehicle. The
powertrain shown in FIG. 1 comprises a gearbox and differential
shown generally at 9. At least some of the wheels may be coupled to
the powertrain to receive motive power from the powertrain 7 and
thus are drive wheels of the vehicle. As shown in FIG. 1, the
powertrain 7 is connected to the rear wheels 3. It will be
appreciated that the powertrain 7 could equally be connected to the
front wheels 2 and/or both front and rear wheels 2, 3 of the
vehicle 1.
[0032] As shown in FIG. 1, the powertrain 7 may be located in the
middle or towards the rear of the vehicle. The powertrain 7 may be
located behind the occupant compartment 4. The powertrain 7 may be
located between the front and rear axles of the wheels 2, 3. The
engine 8 may be located between the front and rear axles of the
wheels 2, 3. The vehicle 1 may be a mid-engine vehicle. The vehicle
may be a rear-engine vehicle. Other drive units which do not form
part of powertrain 7 may be present in the vehicle 1. For instance,
the vehicle may comprise one or more electric motors which drive
wheels of the vehicle 1 separately from the powertrain 7.
[0033] The vehicle 1 comprises a temperature regulating system
configured to carry coolant between heat sources of the vehicle and
one or more heat exchangers 10, 11 to remove heat from the coolant.
The temperatures regulating system comprises tubes and at least one
pump to channel the coolant between the heat sources and the heat
exchangers. The heat exchangers would typically be air-cooled
radiators arrange to dump heat in the coolant into the environment.
Shown in FIG. 1 are two heat exchangers 10, 11. The heat exchangers
10, 11 may receive coolant that has be in contact with parts of the
engine 5 and so coolant that has been heated by the engine 5.
[0034] These heat exchangers 10, 11 may be located anywhere within
the body of the vehicle. However, it is advantageous if they are
located in a position that enables airflow to be channelled through
them. For instance, they may be located at the front of the vehicle
to enable air flow that contacts the front surfaces of the vehicle
body generated by the motion of the vehicle 1 to be channelled
through them. They may be located at the sides of the vehicle to
enable air flow that moves past the sides of the vehicle body to be
channelled through them. They may be located at the rear of the
vehicle to enable air flow that passes the rear quarter of the
vehicle to be channelled through them. Heat exchangers located at
the side and rear of the vehicle 1 are particularly useful in mid-
and rear-engine vehicles. As pictured in FIG. 1, the heat
exchangers are located towards the rear of the vehicle 1. They are
located behind occupant compartment 4.
[0035] The vehicle 1 comprises a first fan 12 for the first heat
exchanger 10. The vehicle 1 comprises a second fan 13 for the
second heat exchanger 11. The fans 12, 13 cause air to flow through
their respective heat exchanger 10, 11. The fans 12, 13 may operate
when the engine is running but the vehicle 1 is not moving fast
enough to cause a sufficient flow of air through the heat
exchangers 10, 11 to adequately cool the coolant flowing through
the heat exchanger 10, 11. For instance, the vehicle 1 may be
stationary or moving at low speed. The fans 12, 13 may run at all
times when the engine 8 is running. The fans 12, 13 may continue to
operate for a length of time after the engine 8 has been switched
off. The length of time may be predetermined or may be calculated
based on the current temperature of the engine, coolant, other heat
sources or a combination of these factors.
[0036] An air supply is provided to the heat exchangers 10, 11 by
respective duct openings 14, 15 and ducts 16, 17. The duct openings
14, 15 may be located in side panels of the vehicle 1. The side
panels may be side doors of the vehicle. This is particularly
advantageous where the vehicle 1 is a mid-engine or rear-engine
vehicle.
[0037] FIG. 2 shows a close-up version of the engine 8 and
associated components as shown in FIG. 1. The engine comprises two
banks 18 of cylinders 19. The cylinders in each bank are
side-by-side along the bank. The two banks 18 of cylinders 19 are
angled relative to each other. The cylinders 19 each have axial
directions 20 that run along their respective lengths. The axial
directions 20 of the two banks of cylinders 19 are angled relative
to each other as shown in FIG. 3. FIG. 3 shows a cut through view
of the engine 8 and associated components. For a V-shaped engine,
the angle between the axial directions 20 of the two banks 18 of
cylinders is less than 180.degree. .
[0038] Therefore, the engine 8 shown in FIGS. 1 to 3 is a V-shaped
engine. The two banks 18 of cylinders 19 run in substantially
parallel directions to each other along the line of cylinders.
Thus, the axial directions 20 of the cylinders 19 in a respective
bank 18 are generally parallel to each other. The cylinders 19 may
share a common crank shaft. Each cylinder 19 comprises a piston
that is configured to move slideably within the cylinder 19. A
respective piston rod is connected to each piston. Each piston rod
is connected to the crank shaft so that a translational movement of
the piston causes a rotational movement of the crank shaft. The
angle of the two banks 18 forms a region 22 running between the
axial directions of the two banks. This region 22 is located within
the V-shape formed by the axial directions of the two banks. The
region 22 runs between the two banks 18 of cylinders 19. It will be
understood that the region 22 may extend beyond the longitudinal
length of the engine 8.
[0039] Each cylinder 19 comprises at least one inlet port and one
exhaust port. Typically more than one inlet port and exhaust port
is present. Connected to the inlet ports is an inlet manifold. A
separate inlet manifold may be present for each bank 18 of
cylinders 19. As shown in FIGS. 1 to 3 connected to the exhaust
ports is an exhaust manifold 21. As shown in FIGS. 1 to 3 separate
exhaust manifolds 21 are connected to each bank of cylinders. Thus,
there are two exhaust manifolds 21 one for each bank 18 of
cylinders 19. The exhaust manifolds 21 may be at least partially
located in the region 22 running between the two banks 18. The
exhaust manifolds 21 may be fully located in the region 22 running
between the two banks 18.
[0040] The exhaust manifolds 21 may be described as exhaust
components. The exhaust components guide the exhaust 8 emitted from
the exhaust ports of the engine 8 to outlets in exhaust pipes
remote from the exhaust ports of the engine 8.
[0041] The vehicle 1 shown in FIGS. 1 to 3 as comprising two
turbochargers 22. One turbocharger per bank 18 of cylinders 19 is
present. It will be understood that the vehicle 1 may comprise only
one turbocharger 22 or a plurality of turbochargers 22. Each
turbocharger 22 comprises a compressor 23 and a turbine 24. The
compressor 23 and turbine 24 of the turbocharger 22 are coupled
together so that rotation of the turbine 24 causes rotation of the
compressor 23. The compressor 23 and turbine 24 may be coupled
together mechanically. The compressor 23 and turbine 24 may be
coupled together electrically, as in a generator may be attached to
turbine 24 and a electric motor to compressor 23 and rotation of
turbine 24 causes the generator to generate electrical energy which
is passed to the electric motor of compressor 23 to cause the
compressor 23 to rotate. The compressor 23 of the turbocharger 22
is connected to an inlet manifold to charge intake gasses. The
turbine 24 is connected to an exhaust manifold 21 so that exhaust
gases cause the turbine 24 to rotate. As shown in FIGS. 1 to 3, a
respective turbocharger 22 is attached to a respective exhaust
manifold 21.
[0042] The vehicle comprises a plurality of exhaust components. At
least some of these exhaust components may be located in the region
22. The exhaust components may comprise one or more of: [0043] An
exhaust manifold 21. [0044] The turbine 24 of a turbocharger 22.
[0045] An exhaust pipe. Some of the exhaust pipes are labelled as
25. It will be apparently that other exhaust pipes may be present
to connect other exhaust components together to channel the flow of
exhaust gases between the various exhaust components. [0046] An
exhaust gas treatment device 26. The exhaust gas treatment device
may be a catalytic converter 26a and/or a gas particulate filter
26b. [0047] A silencer 27. The vehicle 1 may comprise more than one
silencer per bank of cylinders or may comprise one silencer into
which the exhaust gases of both banks of cylinders flow or any
combination of these configurations.
[0048] As pictured in FIGS. 1 to 3, the vehicle 1 comprises a
turbocharger 22 per bank 18 of cylinders 19. The vehicle 1
comprises an exhaust manifold 21 per bank 18 of cylinders 19. The
vehicle 1 comprises at least one exhaust gas treatment device 26
per bank 18 of cylinders 19. Each of these components may be
directly connected to the next or may be connected by an exhaust
pipe.
[0049] As described herein, the vehicle having exhaust components
located within the region 22 means that vehicle components that
become hot during use are present in the region 22. This means that
when the engine 5 is running there is a hot region present within
the V-shaped region defined by the angle of the banks 18 of
cylinders 19. This is generally described as a Hot-Vee engine. This
is opposite to an engine which has the intake components within the
region 22. As the intake components control the flow of airflow
into the engine these components are relatively much cooler than
the exhaust components.
[0050] The presence of the exhaust components in the V-shaped
region 22 causes a problem for the heat management of those
components. This is because they are located in a tightly packaged
region of the engine as so it is difficult to obtain good airflow
through this region. This is particularly true in a mid-engine or
rear-engine vehicle as the occupant compartment 4 blocks a direct
path to the engine 8 from oncoming airflow during forward motion.
This is a problem both in attempting to cool those exhaust
components and also in managing the transfer of heat energy to
other parts of the vehicle in close proximity to the exhaust
components. For instance, body panels may be close to the exhaust
components which someone standing outside the vehicle could touch
and burn themselves on. Alternatively, there may be a housing for
luggage or a retractable roof located close to those exhaust
components and it would be undesirable for that housing to reach
temperatures even remotely close to the temperature of those
exhaust components when the engine 8 is running.
[0051] The vehicle 1 comprises a heat shield 28 which guides an
airflow over an inner surface of the heat shield 28. The guiding of
the airflow contains the heat generated by the exhaust components
enclosed by the heat shield and forces the air heated by the
exhaust components to be moved towards an outlet 29 located towards
the rear of the vehicle 1. The guiding of the airflow cools the
heat shield 28 to isolate the heat generated by the exhaust
components. This isolates the heat generated by the exhaust
components within the heat shield 28 and so isolates the heat from
being transmitted to components outside of the heat shield 28. As
shown best in FIGS. 3 and 4, the heat shield 28 attaches to the
engine 8 to enclose exhaust components located within the region
22. FIG. 4 shows a schematic cut-through view of the heat shield
and exhaust components running along the longitudinal direction of
the engine 8. The heat shield 28 may attach to exhaust manifolds 21
running along the longitudinal direction of the engine 8. The heat
shield 28 may attach directly to the engine 8. The heat shield 28
may attach to the engine 8 via another component in some places and
directly to the engine 8 in others. The attachment of the heat
shield 28 to the engine 8 encloses exhaust components between the
engine 8 and the heat shield 28. The exhaust components are
enclosed within the region 22. The heat shield 28 may be formed of
more than one piece and these pieces are joined together to form
the heat shield 28.
[0052] An example of the heat shield 28 being formed of more than
one piece is shown in FIG. 10. FIG. 10 is a cut-through view of the
heat shield 28. The other components that are present within the
heat shield 28 have been removed for clarity and it will be
appreciated that the description associated with the other figures
also applies to that shown in FIG. 10. The heat shield 28 shown in
FIG. 10 comprises a first heat shield piece 28a and a second heat
shield piece 28b. Each piece comprises a flanged region. The
flanged regions are fixed together. The flanged regions may be
fixed together by bolts or other attachments. To seal the join
between the two pieces, the heat shield 28 comprises a gasket 80.
The gasket 80 is located between the flanged regions of the first
heat shield piece 28a and the second heat shield piece 28b. The
gasket 80 comprises a cylindrical portion 81. The cylindrical
portion 81 is attached to a flat portion 82 that extends from the
cylindrical portion 81. The flat portion 82 is located between the
flanged regions of the first and second heat shield pieces so that
when the two pieces are joined together the flat portion 82
provides a seal between the two pieces. The cylindrical portion 81
in pinched by the two pieces where each flanged region ends and is
joined to the rest of the heat shield piece. It will be appreciated
that the heat shield may be formed of a plurality of pieces joined
together in a similar fashion to that described with reference to
the first heat shield piece and second heat shield piece.
[0053] Exhaust components that may be enclosed within the region
are one or more of: [0054] An exhaust manifold 21. [0055] The
turbine 24 of a turbocharger 22. [0056] An exhaust pipe. Some of
the exhaust pipes are labelled as 25. It will be apparently that
other exhaust pipes may be present to connect other exhaust
components together to channel the flow of exhaust gases between
the various exhaust components. [0057] An exhaust gas treatment
device 26. The exhaust gas treatment device may be a catalytic
converter 26a and/or a gas particulate filter 26b.
[0058] The compressor 23 of a turbocharger 22 is located outside of
the heat shield 28.
[0059] As shown in FIGS. 1 to 4, the exhaust components may run
within region 22 but extend beyond the longitudinal end of the
engine 8. In this case, the heat shield wraps around those exhaust
components that extend beyond the longitudinal end of the engine 8
to enclose those exhaust components within the region 22.
[0060] The heat shield 28 may have more than one hole through which
vehicle components can pass. Advantageously, the heat shield 28
seals to the vehicle component that passes through the hole. For
instance, there may be holes for connections to lambda sensors for
the engine 8 to pass through. As shown in FIGS. 1 to 4, exhaust
pipe(s) may pass through the heat shield 28. The heat shield 28
seals to the exhaust pipe(s) to limit the flow of air through the
holes through which the exhaust pipe(s) pass.
[0061] The heat shield 28 may comprise an insulation layer
sandwiched between metal layers. This is shown in FIG. 3 by the
thicker darker line within the heat shield. The insulation layer
may not be present over the whole of the heat shield and may only
be present in some of the heat shield. The insulation layer may
have a thickness which varies over the heat shield.
[0062] The heat shield 28 comprises a first heat shield inlet 30.
As shown in FIGS. 1 to 5, the heat shield 28 comprises a second
heat shield inlet 31. FIG. 5 shows a plan view of the interior
upper surface of the heat shield 28. The heat shield 28 As
discussed herein, the heat shield 28 comprises a heat shield outlet
29. The heat shield outlet 29 directs an airflow to outside of the
vehicle 1. The heat shield outlet 29 is shown as being connected to
an outlet duct 31 which runs to an external surface of the vehicle
to direct the airflow to the outside of the vehicle 1. The outlet
duct 32 may run in an upward direction. The outlet duct 31 may run
in a generally directly upward direction or may be angled towards
the rear of the vehicle 1. The outlet duct 32 may run to a location
65 on a rear deck of the vehicle 1 to output the airflow. This is
as shown in FIG. 8. Equally the outlet duct 32 may run to a
location on a rearwardly facing body panel of the vehicle 1 or a
side body panel of the vehicle 1 to output the airflow.
[0063] The heat shield 28 is configured to channel an airflow
between the first heat shield inlet 30 and the heat shield outlet
32. The heat shield channels the airflow over an inner surface 33
of the heat shield 28. The heat shield 28 is configured to channel
an airflow between the second heat shield inlet 31 and the heat
shield outlet 32. The first heat shield inlet 30 and/or the second
heat shield inlet 31 run through the heat shield 28 at positions
close to the top portion of the inner surface 33 of the heat shield
28. The first heat shield inlet 30 and/or the second heat shield
inlet 31 are orientated to direct an airflow flowing through the
inlet(s) on to the inner surface 33 of the heat shield 29. In this
way, an airflow entering the first heat shield inlet 30 and/or the
second heat shield inlet 31 runs over the inner surface of the heat
shield 28. The heat shield 28 may have at least some rounded
corners to assist in keeping the airflow running over the inner
surface of the heat shield 28.
[0064] The heat shield 28 may comprise an air diverter 34. The air
diverter 34 is shown in FIG. 5 but is omitted from FIG. 4 for
clarity. The air diverter 34 is configured to disperse an airflow
(the dispersing of the airflow shown generally by the arrows 35
inside the heat shield 28) entering from the first heat shield
inlet 30 and/or the second heat shield inlet 31 over the inner
surface of the heat shield 28. The air diverter 34 is attached to
the heat shield 28.
[0065] The air diverter 34 comprises a first diverter inlet 36 and
a plurality of diverter outlets 37. The air diverter 34 is
positioned within the heat shield 28 so that the airflow 38
entering from the first heat shield inlet 30 is directed to
diverter outlets 37 from the first diverter inlet 36. The air
diverter 36 may be located within the heat shield so that the first
heat shield inlet 30 is aligned with the first diverter inlet 36.
The direction of the airflow in this way disperses the airflow
entering from the first heat shield inlet 30 over the inner surface
33 of the heat shield 28. The diverter outlets are oriented to
point in different directions so that the airflow is spread out
over the inner surface 33 of the heat shield 28. The air diverter
34 comprises a plurality of channels with each channel running to a
respective diverter outlet 37.
[0066] As shown in FIGS. 1 to 5, the air diverter 34 comprises a
second diverter inlet 39. The air diverter 34 is positioned within
the heat shield 28 so that the airflow 40 entering from the second
heat shield inlet 31 is directed to diverter outlets 37 from the
second diverter inlet 36. The air diverter 36 may be located within
the heat shield so that the second heat shield inlet 31 is aligned
with the second diverter inlet 36. The direction of the airflow in
this way disperses the airflow entering from the second heat shield
inlet 31 over the inner surface 33 of the heat shield 28.
[0067] The diverter outlets 37 may be divided into two sets. The
first diverter inlet 36 may be connected to the first set of
diverter outlets 37a and the second diverter inlet 36 may be
connected to the second set of diverter outlets 37b. The air
diverter 34 may comprise a first set of channels which run between
the first diverter inlet 36 and the first set of diverter outlets
37a. The air diverter 34 may comprise a second set of channels
which run between the second diverter inlet 39 and the second set
of diverter outlets 37b.
[0068] The first heat shield inlet 30 may be located closer to the
turbine(s) 24 of the turbocharger(s) 22 than to the heat shield
outlet 29. The second heat shield inlet 31 may be located closer to
the turbine(s) 24 of the turbocharger(s) 22 than to the heat shield
outlet 29. The first heat shield inlet 30 and/or the second heat
shield inlet 31 may be located to one side of the turbine(s) 24 and
the heat shield outlet 29 to the other side of the turbine(s) 24.
In this way, the airflow is caused to run past the turbine(s) 24
drawings hot air towards the heat shield outlet 29.
[0069] As discussed herein, the vehicle 1 comprises a first heat
exchanger 10 and a first fan 12 for the first heat exchanger 10.
FIG. 6 shows first heat exchanger 10. It will be understood that
the configuration shown in FIG. 6 may apply equally to the second
heat exchanger 11. First heat exchanger 10 comprises at least one
coolant inlet 58 and at least one coolant outlet 59.
[0070] The vehicle comprises a first duct 41. The first duct 41 is
connected between the first fan 12 and the first heat shield inlet
30. The first fan 12 comprises a first offtake 42 to which the
first duct 41 is connected. The first offtake 42 may be a spigot to
which the first duct 41 is connected. The first offtake 42 is
positioned so that at least part of an airflow generated by the
first fan 12, when the fan 12 is in operation, is directed into the
first duct 41. In this way, the first duct 41 is connected to the
first fan 12 so that at least part of an airflow generated by the
fan 12 is directed into the first duct 41. Equally, airflow not
generated by the fan 12 but that is passing through the first heat
exchanger 10 would be directed into the first duct 41. For
instance, when the vehicle 1 is in motion. Thus, an airflow being
channelled into the first duct 41 flows to the first heat shield
inlet 30. This airflow can then be directed by the heat shield
28.
[0071] The vehicle comprises a second duct 43. The second duct 43
is connected between the second fan 13 and the second heat shield
inlet 31. The second fan 13 comprises a first offtake 44 to which
the second duct 43 is connected. The first offtake 44 may be a
spigot to which the second duct 43 is connected. The first offtake
44 is positioned so that at least part of an airflow generated by
the second fan 13, when the second fan 13, is in operation, is
directed into the second duct 43. Equally, airflow not generated by
the fan 13 but that is passing through the second heat exchanger 11
would be directed into the second duct 42. For instance, when the
vehicle 1 is in motion. Thus, an airflow being channelled into the
second duct 43 flows to the second heat shield inlet 31. This
airflow can then be directed by the heat shield 28.
[0072] As discussed herein, the heat shield 28 may comprise
openings through which vehicle components can pass. Some of those
openings will be able to be sealed to the component that passed
through so that all or substantially all airflow through the
opening can be restricted. Other openings may not be able to be
sealed completely due to the vehicle component that passes through
them. For instance, if a moveable component passes through the
opening then it may not be possible to attach a seal to the
component. FIG. 4 shows such an opening 45. The first opening 45
runs between the inner surface 33 and an outer surface 46 of the
heat shield 28. To mitigate against hot air passing from within the
heat shield 28 to the region near the first opening 45 outside the
heat shield 28, a supply of air is provided to near the first
opening 45 within the engine bay 47 of the vehicle 1.
[0073] The vehicle comprises a third duct 48. The outlet of the
third duct 48 is positioned to direct an airflow running through
the fourth duct onto the first opening 45. This airflow is capable
of cooling hot air escaping from inside the heat shield via the
first opening 45. The third duct 48 is connected between the first
fan 12 and the third duct outlet 49. The first fan 12 comprises a
second offtake 50 to which the third duct 48 is connected. The
second offtake 50 may be a spigot to which the third duct 48 is
connected. The second offtake 50 is positioned so that at least
part of an airflow generated by the first fan 12, when the fan 12
is in operation, is directed into the third duct 48. In this way,
the third duct 48 is connected to the first fan 12 so that at least
part of an airflow generated by the fan 12 is directed into the
third duct 48. Equally, airflow not generated by the fan 12 but
that is passing through the first heat exchanger 10 would be
directed into the third duct 48. For instance, when the vehicle 1
is in motion. Thus, an airflow being channelled into the third duct
48 flows to the third duct outlet 49. This airflow can then be
directed on to the first opening 45.
[0074] A second opening 51 in the heat shield 28 runs between the
inner surface 33 and the outer surface 46 of the heat shield 28.
The second opening 51 may be spaced from the first opening 45 along
the lateral direction of the engine. The vehicle comprises a fourth
duct 52. The outlet of the fourth duct 52 is positioned to direct
an airflow running through the fourth duct onto the second opening
51. This airflow is capable of cooling hot air escaping from inside
the heat shield via the second opening 51. The fourth duct 52 is
connected between the second fan 13 and the fourth duct outlet 53.
The second fan 13 comprises a second offtake 54 to which the fourth
duct 52 is connected. The second offtake 54 may be a spigot to
which the fourth duct 52 is connected. The second offtake 54 is
positioned so that at least part of an airflow generated by the
second fan 13, when the fan 13 is in operation, is directed into
the fourth duct 52. In this way, the fourth duct 52 is connected to
the second fan 13 so that at least part of an airflow generated by
the fan 13 is directed into the fourth duct 52. Equally, airflow
not generated by the fan 13 but that is passing through the second
heat exchanger 11 would be directed into the fourth duct 52. For
instance, when the vehicle 1 is in motion. Thus, an airflow being
channelled into the fourth duct 52 flows to the fourth duct outlet
53. This airflow can then be directed on to the second opening
51.
[0075] The turbochargers 22 may each comprise a waste valve 55 to
divert excess exhaust gases away from the turbine 24. This waste
valve 55 is actuated by an actuator 56. A first linkage 57 may run
through the first opening 45. The first linkage 57 is connected
between a first actuator 56 and a first waste valve 55 associated
with a first turbine 24 so that the actuator 56 can open and close
the first waste valve 55. In a similar fashion, a second linkage
may run through the second opening 51. The second linkage is
connected between a second actuator and a second waste valve
associated with a second turbine 24 so that the actuator can open
and close the second waste valve.
[0076] FIGS. 7 and 8 show a vehicle 60 having a retractable roof
61. The vehicle 60 of FIGS. 7 and 8 may have any of the features of
the vehicle 1 described with reference to FIGS. 1 to 6. FIG. 7
shows the retractable roof in its deployed configuration.
[0077] FIG. 8 shows the retractable roof 61 in its retracted
configuration. The retractable roof is configured to move between a
deployed configuration as shown in FIG. 7 and a retracted
configuration as shown in FIG. 8. The retractable roof 61 may be a
hard-top retractable roof 61 as shown in FIG. 8. The retractable
roof 61 shown in FIG. 7 comprises a single roof element 61 that is
moveable between a deployed configuration where the roof element 61
covers the occupant cabin 4 and a retracted configuration where the
roof element 61 does not cover the occupant cabin 4. The
retractable roof 61 may comprise multiple roof elements that
together form the roof of the vehicle 60. These roof elements may
be positioned next to one another to form the roof of the vehicle.
The number and configuration of the roof elements is dependent on
the size and shape of the occupant cabin 4 that needs to be covered
by the retractable roof 61. The movement of the retractable roof 61
is controlled by one or more actuators that are coupled to the
retractable roof 61 to permit movement of the roof element(s)
between the deployed configuration and the retracted configuration.
The actuators may be coupled to the retractable roof by one or more
linkages. The actuators may be hydraulic and/or electric. The
hard-top retractable roof may comprise all rigid roof members or
may comprise some flexible roof members together with rigid roof
members.
[0078] Alternatively, the retractable roof 61 may be a soft-top
retractable roof. The retractable roof may comprise one or more
flexible roof members that are supported by a frame. The frame may
be moveable to permit the retractable roof to move between the
deployed configuration and the retracted configuration. The frame
may be coupled to one or more actuators to permit movement of the
frame and thus the retractable roof.
[0079] The vehicle 60 comprises a housing 62 that is configured to
house the retractable roof when the roof is in the retracted
configuration. It is shown schematically in FIGS. 6 and 7 because
it is located within the vehicle body 63 and beneath moveable cover
64. Housing 62 may be a discrete housing and/or may be formed from
body panels of the vehicle body 63 that also serve another purpose.
For instance, as shown in FIGS. 6 and 7 covering an engine bay.
FIG. 8 shows the retractable roof in its retracted configuration as
shown by the schematic representation of the retractable roof
located within housing 62. The housing 62 may be shaped to receive
the retractable roof. The housing 62 may be sized so as to
accommodate the retractable roof element(s) together with the
associated linkages and actuators.
[0080] The vehicle 1 comprises a moveable cover 64. The moveable
cover 64 closes the housing so that when the retractable roof 61 is
in the retracted configuration the retractable roof 61 is enclosed
in a space defined by the housing 62 and the underside of the
movable cover 64. The moveable cover 64 may comprise seals to seal
the moveable cover 64 to other body panels of the vehicle body 63
and/or to the housing 62.
[0081] The moveable cover 64 is configured to move between a closed
configuration where the moveable cover closes the housing and an
open configuration where the moveable cover 64 can permit the
retractable roof to move between the deployed configuration and the
retracted configuration. In the open configuration the front of the
moveable cover 64 is raised to permit access to the housing 62. The
raising of the front of the moveable cover 64 permits the
retractable roof 61 to move through the space located between the
front of the moveable cover 64 and the rest of the vehicle body 63
so that it can move into and out of the housing 62.
[0082] The housing 62 is located above the heat shield 28. The heat
shield outlet 29 is connected to an outlet duct 31. The outlet duct
31 may be angled rearwards so that the outlet duct 31 passes under
the housing 62 and runs to a location on a rear deck of the vehicle
60 which is rearward of the housing 62. In this way, the housing 62
and retractable roof 61 can be protected from the heat output by
the exhaust components. The heat being output at the outlet duct
output 65 rearward of the housing.
[0083] FIG. 9 shows a vehicle 70 comprising a luggage storage area
71 behind the occupant seats 5. The vehicle 60 of FIG. 9 may have
any of the features of the vehicle 1, 60 described with reference
to FIGS. 1 to 8. Luggage storage area 71 is located above the heat
shield 28. The heat shield outlet 29 is connected to an outlet duct
31. The outlet duct 31 may be angled rearwards so that the outlet
duct 31 passes under the luggage storage area 71 and runs to a
location on a rear deck of the vehicle 70 which is rearward of the
luggage storage area 71. In this way, the luggage storage area 71
can be protected from the heat output by the exhaust components.
The heat being output at the outlet duct output 65 rearward of the
housing.
[0084] The applicant hereby discloses in isolation each individual
feature described herein and any combination of two or more such
features, to the extent that such features or combinations are
capable of being carried out based on the present specification as
a whole in the light of the common general knowledge of a person
skilled in the art, irrespective of whether such features or
combinations of features solve any problems disclosed herein, and
without limitation to the scope of the claims. The applicant
indicates that aspects of the present invention may consist of any
such individual feature or combination of features. In view of the
foregoing description it will be evident to a person skilled in the
art that various modifications may be made within the scope of the
invention.
* * * * *